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If you are flying a Lancair you are well
advised to avoid any ethanol laced fuel. The ethanol will eat up your
fuel tanks as well as other parts of your fuel system. There are a
dwindling number of airports that sell non-ethanol Mogas and they can be found
here.
http://www.airnav.com/plan/fuel/
You can plan your route to use Mogas and
you will generally be able to do it within a 1-2% increase in distance over a
direct flight. The price savings of Mogas over avgas will more than make
up the difference.
Do NOT use ethanol in a plastic
airplane! By the way, the increased volatility is largely caused by the
ethanol so if it is not there…..and fuel should be under pressure as much
as possible when inside the hot cowl at any rate.
Bill B
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Gary Casey
Sent: Tuesday, August 27, 2013
9:07 AM
To: lml@lancaironline.net
Subject: [LML] Re: Engine
configuration options!
I think you are making reasonable choices. I'm pretty sure
the IO360 will run well on mogas at 8.5 compression, but I have no direct
experience. I've heard good things about the P-mag and that's the one I
would pick. What about using 2 E-mags?
The concern I have is with the higher volatility of mogas.
To protect against that I have several suggestion regarding the fuel
delivery system. While it's probably not practical to put an electric
pump inside the fuel tanks, I would put an electric pump as close as possible
to each fuel tank. Most electric pumps contain internal check valves, so
you can simply T the outlets together - whichever pump is on is the tank you
are feeding from. However, I'm afraid I don't have a good suggestion as
to the best pump to pick that will supply the required 12 psi or so. A
typical automotive "Bosch" pump would require a pressure regulator
and a return to the tank - not terrible, but I would like to avoid the
complication. No "auxilliary pump" required, and if you want
you could make the lines from the pumps to the gascolator in one length of
stainless and joined ahead of the firewall (I'm thinking about
crashworthiness). If you keep the header tank, it's a little different
story, but the same principle. Next I would make every attempt to keep
the fuel cool on its way to the engine. The gascolator should be mounted
as low as possible ahead of the firewall and in an insulated box. The
standard mechanical fuel pump, which is now the "backup," should be
boxed-in and positively cooled. The whole idea is to keep the fuel under
pressure and cool. I know the AirflowPerformance system is available with
a return line, but I would recommend using the Precision Airmotive Experimental
unit. Maybe it's just because I've worked with those guys for many years
and think highly of them. You can add the Airflowperformance return line
to it as well.
As for the
electrical system, give B&C a look. Not necessarily the lightest
starter available, just the best.
Gents,
After years on the ground I'm starting put my LNC2
together,
this a/C was taken apart and robbet by HighSpeed
Composites.
I will need a lot of advices and one big issue is
the engine
configuration.
This is what I have bought so far:
ECI kit engine: (will build engine myself)
(IO) - 360 8.5:1 pistons. (constant speed)
No harness, fuel injection, mags, starter/alt.
This is what I think sounds like an suited
configuration would be :
IO360 - 8.5:1 - setup for mogas. (I will check
engines components, not
sure about tanks wil take it)
Fuel injection: http://www.airflowperformance.com/html/site_html.html
Mags: One p-mag and one slick.
Alternators: Lightweight type ?
Starter: Lightweight type ?
Superior sump or other not ECI.
Locally powdercoated.... Need to learn about
specfic coating is needed ?
Please help me do the right choices.
Best regards
Roger Iverin
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